US5524600A - Method and arrangement for controlling a tank-venting apparatus - Google Patents

Method and arrangement for controlling a tank-venting apparatus Download PDF

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Publication number
US5524600A
US5524600A US08/259,528 US25952894A US5524600A US 5524600 A US5524600 A US 5524600A US 25952894 A US25952894 A US 25952894A US 5524600 A US5524600 A US 5524600A
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Prior art keywords
tank
venting
volume flow
adaptation
intake pipe
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US08/259,528
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English (en)
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Ernst Wild
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0042—Controlling the combustible mixture as a function of the canister purging, e.g. control of injected fuel to compensate for deviation of air fuel ratio when purging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K2015/0319—Fuel tanks with electronic systems, e.g. for controlling fuelling or venting

Definitions

  • the invention relates to a method and an arrangement for controlling a tank-venting system which is connected to the intake pipe of an internal combustion engine via a tank-venting valve.
  • the tank-venting system includes an adsorption filter which connects the tank to the tank-venting valve.
  • the adsorption filter is filled with active charcoal.
  • a method and an arrangement for controlling a tank-venting system are disclosed in U.S. Pat. No. 4,683,861.
  • the pulse-duty factor of the tank-venting valve is so adjusted that the percentage enrichment of the combustion mixture supplied to the engine is of the same magnitude for a given tank-venting mixture in all ranges. It should be noted that it is not only a percentage enrichment which occurs but also a percentage leaning of the mixture when the venting vapor contains more air than what corresponds to the stoichiometric composition.
  • the tank-venting valve is adjusted in dependence upon the particular actual operating state of the engine so that the volume flow of the venting vapor through the tank-venting valve constitutes a specific percentage of the vapor flow which the engine draws in by suction.
  • the pregiven percentage is referred to an engine which is driven without disturbances. However, if the engine, for example, draws in leakage air then the pregiven pulse-duty factor for the tank-venting valve no longer reads to the same percentage portion of the venting vapor in the total vapor when different air throughputs through the intake pipe occur; instead, the proportion in each case is now dependent upon the air throughput.
  • the method of the invention is for controlling a tank-venting apparatus for an internal combustion engine having an intake pipe, the tank-venting apparatus being connected to the intake pipe via a tank-venting valve through which venting vapor is drawn from the tank-venting apparatus into the intake pipe.
  • the method includes the steps of: presetting the volume flow for the venting vapor drawn from the tank-venting apparatus into the intake pipe in dependence upon the particular operating state of the engine; adjusting the volume flow by correspondingly driving the tank-venting valve thereby reducing or increasing the volume flow; forming an adaptation addend with the aid of a mixture controller; and, changing the adaptation addend in the same direction as the volume flow is changed when the volume flow is reduced.
  • the arrangement of the invention is for controlling a tank-venting apparatus for an internal combustion engine having an intake pipe, the tank-venting apparatus being connected to the intake pipe via a tank-venting valve through which venting vapor is drawn from the tank-venting apparatus to the intake pipe.
  • the arrangement includes: means for detecting the operating state of the engine; means for outputting a precontrol value for the mixture setting of the engine in dependence upon the operating state thereof; a mixture controller for outputting a correcting variable during a tank-venting phase; an adaptation integrator for receiving the correcting variable to form an adaptation variable; means for driving the tank-venting valve so that a pregiven volume flow through the tank-venting valve adjusts in dependence upon the operating state of the engine thereby reducing or increasing the volume flow; means for modifying the adaptation variable at least for each reduction of the volume flow in the same direction as the volume flow is changed when the volume flow is reduced thereby forming a modified adaptation variable; and, summing means for adding the modified adaptation variable to the precontrol value.
  • the method of the invention is characterized in that the pulse-duty factor for the tank-venting valve is no longer so adjusted that a vapor throughput is set which corresponds to a specific percentage of the air throughput through the intake pipe; instead, a pregiven volume flow of the venting vapor is adjusted.
  • the volume flow of the venting vapor is fixedly pregiven. For this reason, the action of the venting vapor on the composition of the mixture drawn in by the engine can be very reliably predicted which, in turn, makes possible another essential feature of the invention, namely, it is possible to change an adaptation variable in the same direction as the change of the volume flow when changes of volume flow occur because of changes in the operating state of the engine.
  • the adaptation variable is considered additively in the mixture control.
  • the assumption is made that more fuel is contained in the vapor drawn by suction from the tank-venting system than corresponds to the stoichiometric mixture composition.
  • the excess quantity of fuel is assumed to be 100 g/h.
  • the mixture control then sets the adaptation addend during tank venting so that 100 g/h less fuel is injected than when the tank venting is switched off. If the operating state of the engine changes while tank venting takes place so that the volume flow of the venting vapor is doubled, then the adaptation addend is doubled and set to 200 g/h.
  • the mixture controller must therefore no longer become active when a change in the operating state of the engine takes place in order to correctly set the desired mixture when tank-venting is occurring.
  • the mixture controller must only then become active when the composition of the venting vapor drawn by suction from the tank-venting system changes.
  • the measure of the invention described above makes it possible without difficulty to operate with the volume flow of the venting vapor which is a maximum for an operating state in order to optimally scavenge the adsorption filter in the tank-venting system.
  • the air/fuel vapor composition of the venting vapor is independent of the volume flow through the tank-venting valve; that is, the adaptation addend pregiven by the fuel correction must be doubled when the volume flow doubles.
  • This is not always the case and especially not when an adsorption filter is used which is connected only via a T-member to a line leading from the tank to the tank-venting valve. If in this case, 100 g/h fuel vaporizes from the tank and the tank-venting valve is set for precisely this volume flow, then the venting vapor essentially comprises fuel vapor.
  • volume flow is now doubled, this takes place in that, in addition to the 100 g/h of fuel vapor, 100 g/h of air is drawn by suction through the adsorption filter.
  • the adaptation addend must then remain essentially constant since, notwithstanding the change of volume flow, the fuel vapor flow, which is to be compensated via the fuel injection, has not changed.
  • the adaptation factor must not be halved but rather must remain essentially constant.
  • the proportionality factor can then be a maximum of 1. If the method of the invention is applied to a tank-venting system having an adsorption filter connected to the T-member then it is, however, advantageous to select the proportionality factor to be less than 1.
  • FIG. 1 is a function block diagram of an arrangement of the invention on an internal combustion engine equipped with a tank-venting system;
  • FIG. 2 is a function block diagram of a unit for adjusting the volume flow through the tank-venting valve in the arrangement of FIG. 1;
  • FIG. 3 is a function block diagram of a drive unit for the tank-venting valve.
  • FIG. 4 is a flowchart for explaining an embodiment of the method of the invention.
  • FIG. 1 shows an internal combustion engine 10 having an intake pipe 11 and an exhaust-gas pipe 12.
  • a fuel-injection device 13 and an air-flow meter 14 are mounted in the intake pipe 11.
  • the air-flow meter 14 emits a signal LM which indicates the air-mass flow through the intake pipe.
  • a lambda probe 15 is provided in the exhaust-gas pipe 12 and an rpm sensor 16 is mounted on the engine.
  • a tank-venting system coacts with the engine 10 and includes a tank-venting apparatus 17 which is connected to the intake pipe 11 via a valve line 18.
  • a tank-venting valve TEV is mounted in this valve line and is driven by a drive unit 19.
  • the engine 10 is alternately operated in a so-called base adaptation phase and in a so-called tank-venting phase. These phases each have a duration of several minutes.
  • An injection time vte is determined in both phases from the precontrol characteristic field 20 in dependence upon the respective actual values of the rpm (n) and the air-mass signal LM. These injection times are so applied that, when the application conditions are present, precisely a desired mixture composition is set which is typically a stoichiometric mixture. However, if changes with respect to the application conditions are present (for example, a change in air pressure, a change of battery voltage or a disturbance such as leakage air), then the precontrol value vte must be modified in order to obtain the desired mixture composition.
  • the correction variable grdte is determined during a base adaptation phase by the mixture controller 21 and is not changed during the tank-venting phase. Changes which the mixture controller 21 now determines are attributed to the operation of the tank-venting apparatus. If a stoichiometric mixture is drawn by suction from the tank-venting apparatus, then the lambda controller does not have to undertake a correction. If the mixture is a lean mixture, which in a limit case can be pure air, then the controller must output a correcting variable which increases the injection quantity. The opposite situation applies when the tank-venting apparatus supplies a rich mixture which, in the limit case, is pure fuel vapor.
  • the correcting variable outputted by the mixture controller 21 during the tank-venting phase is identified in FIG. 1 by erdte.
  • the correcting variable passes through an adaptation summation unit 23 where the correcting variable is additively combined logically with an adaptation addend adte which will be explained below.
  • This correcting value dte comes from the tank venting and is added to the signal outputted by the logic combining unit 22 which results in the final value for the injection time te for the injection device 13.
  • an adaptation integrator 26 is provided as usual to which the correcting signal erdte is supplied.
  • the correcting signal is outputted by the mixture controller 21.
  • the adaptation addend is first assumed to have the value 0 and the correcting value erdte then corresponds to an additional fuel quantity of 100 g/h.
  • the adaptation integrator 26 then integrates until the adaptation addend has a value which corresponds to the 100 g/h fuel whereupon the correcting variable erdte, which is outputted by the mixture controller 21, has the value 0.
  • the 100 g/h is applicable for a specific volume throughput through the tank-venting valve for a specific air/fuel ratio of the vapor drawn by suction through the tank-venting valve TEV from the tank-venting apparatus 17.
  • a preset unit 27 for the venting-vapor volume flow vtev a register 28 for storing the maximum volume flow MAX (vtev) within a specific time duration, a quotient forming unit 29 and a multiplier unit 30.
  • Preset unit 27 outputs a previously applied value vtev for the volume flow through the tank-venting valve TEV with the value vtev having been stored in a characteristic field.
  • the preset unit 27 emits the value vtev in dependence upon the actual operating state of the engine, that is, in dependence upon the actual values of the rpm (n) and the air mass LM.
  • the drive unit 19 drives the tank-venting valve in such a manner that this valve sets the desired volume flow. This is explained in greater detail with respect to FIG. 3.
  • the value vtev is written into the register 28 and the quotient of the value from the preset unit 27 and the value from the register 28 is formed in the quotient forming unit 29. Since both values are at first the same, the quotient has the value 1.
  • This quotient is supplied to the multiplier unit 30 which multiplies the output value idte of the adaptation integrator 26 with the quotient of the value 1 whereby the adaptation addend adte is formed.
  • the adaptation addend adte is supplied to the adaptation summing device 23.
  • the preset unit 27 outputs a new value vtev which is only half the value originally assumed. This value now remains unchanged since the register 28 always sets the maximum value MAX (vtev) for the volume flow.
  • the quotient forming unit 29 therefore outputs the quotient 1/2 by which the integration value idte is multiplied in the multiplier unit 30. In this way, the adaptation addend adte immediately drops to half the value as soon as the volume flow through the tank-venting valve is halved.
  • This procedure is based on the consideration that when the tank-venting apparatus 17 supplies a rich mixture and the volume flow through the tank-venting valve is halved, then only half the quantity of fuel vapor occurs so that the quantity of fuel to be injected must only be corrected with half the intensity than before.
  • the above-mentioned maximum value can only be written into the register 28 when the adaptation for this volume flow has been completed.
  • This can, for example, be realized in that the output signal of the preset unit 27 is not supplied directly to the register 28 but instead via an integrator which has the same time constant as the adaptation integrator 26.
  • the adaptation addend adte is immediately reduced with a reduction of the volume flow vtev.
  • a corresponding delay unit can be mounted anywhere between the preset unit 27 and the correcting summation unit 25.
  • step S1 the operating state of the engine 10 is detected and the volume flow vtev, which is applied for this mode of operation, is determined and is adjusted by a corresponding pulse-duty factor when driving the tank-venting valve TEV.
  • the adaptation integration takes place with the aid of the adaptation integrator 26 in step S2.
  • step S3 the integrated value idte is modified with the volume flow ratio vtev/MAX (vtev).
  • the fuel volume flow to be injected is corrected with the adaptation addend determined in this manner.
  • Steps S4 and S5 are provided to investigate whether a new value for MAX (vtev) is to be set.
  • step S4 If it is determined in step S4 that the actual volume flow is greater than the maximum value previously obtained, then the maximum value is set to the actual value in step S5.
  • Final step S6 follows wherein the inquiry is made as to whether the method should be ended. If this is not the case, then the method runs anew starting with step S1; otherwise, the method is ended.
  • FIG. 2 shows the preset unit 27 in detail.
  • the preset unit includes an up/down control unit 31, a first maximum-value limiting unit 32.1, a second maximum-value limiting unit 32.2, an intake-pipe pressure characteristic-field memory 33 and a tank-venting valve characteristic-line memory 34.
  • the intake-pipe pressure is read out of the intake-pipe pressure characteristic-field memory 33 in dependence upon actual values of the rpm (n) and the inducted air mass LM. This characteristic field is not needed when an intake-pipe pressure sensor is provided.
  • the maximum quantity of venting vapor which can flow through the tank-venting valve TEV is read out of the tank-venting valve characteristic-line memory 34, that is, when the tank-venting valve TEV is completely open. It is possible to here operate with pregiven ambient pressure if no ambient pressure sensor is provided.
  • the above-mentioned maximum value vtev -- max for the volume flow is supplied to the first limiting unit 32.1.
  • the limiting unit 32.1 limits the value outputted by the up/down control 31 to the particular actual maximum value.
  • the second limiting unit 32.2 limits this value again but in dependence upon the actual air mass LM drawn in by suction.
  • the volume flow is limited in this way twice under certain circumstances and is outputted as volume flow vtev.
  • This arrangement permits to always work with the maximum possible volume flow for scavenging the tank-venting apparatus 17 for a pregiven mode of operation. This is in very intense contrast to the state of the art wherein the volume flow through the tank-venting valve would be set in proportion to the air flow through the intake pipe 11. There, the tank-venting apparatus can only be scavenged marginally in the lower load range of the engine.
  • the up/down control unit 31 in this embodiment emits a value for the volume flow which corresponds to 5% of the maximum possible volume flow through the tank-venting valve (that is, not for the actual mode of operation). Assuming that the maximum value vtev -- max, which applies for the actual operating conditions, is greater than this 5% of the absolute possible maximum value, then no limiting takes place in the first limiting unit 32.1. It is also intended that no limiting take place in the second limiting unit 32.2.
  • the up/down control unit 31 After several seconds corresponding to the vapor running time between the injection unit 13 and the oxygen probe 15 (that is, when the mixture controller 21 could correct a possible mixture change), the up/down control unit 31 increases the pregiven volume flow to, for example, 10% of the absolute possible value. After respective like additional time durations, an increase to 20% takes place and then to 40%. The actual maximum value vtev -- max corresponds however to only 30% of the absolute possible value. Then the first limiting unit 32.2 limits the value outputted by the up/down control unit 31. This limiting is fed back in order to prevent the up/down control unit 31 from being driven further. In this way, the volume flow vtev is limited to the actual possible maximum value. It is here noted that the second limiting unit 32.2 is effective only in exceptional cases, for example, during idle.
  • the up/down control unit 31 also receives the correcting value ndte outputted by the adaptation summation unit 23. When this correcting value exceeds a pregiven threshold in magnitude, this shows that the vapor drawn by suction from the tank-venting apparatus 17 influences the mixture generated by the injection more than wanted. The up/down control unit 31 then controls down the volume flow outputted thereby so far that the value ndte drops below the above-mentioned threshold.
  • the up/down control unit 31 must not necessarily change the value outputted thereby in the above-mentioned large steps; instead, the value outputted by this unit can be changed in essentially a ramp form; that is, the value is changed in very small step increments.
  • the second limiting unit 32.2 can be omitted in most applications. Furthermore, it is possible to read out the volume flow vtev from a characteristic field in which, by application, each of the volume flows through the tank-venting valve is written in. This possible volume flow is the maximum permissible for an operating point of the engine.
  • FIG. 3 shows how the tank-venting valve TEV is driven in the embodiment and shows the drive unit 19 in detail.
  • the drive unit 19 includes a pulse-duty factor determining unit 35, a linearization unit 36 and a driver unit 37.
  • the pulse-duty factor determining unit 35 determines the quotient from the actual desired volume flow vtev and the actual maximum possible volume flow vtev -- max. Since the volume flow through the tank-venting valve is not precisely proportional to the pulse-duty factor formed in this manner, the linearization unit 36 performs a linearization which comprises especially that for low given pulse-duty factors, these factors are somewhat increased.
  • the tank-venting valve TEV is driven via the drive unit 37 at the pulse-duty factor corrected in this manner.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Transportation (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
US08/259,528 1993-06-15 1994-06-14 Method and arrangement for controlling a tank-venting apparatus Expired - Lifetime US5524600A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4319772.8 1993-06-15
DE4319772A DE4319772A1 (de) 1993-06-15 1993-06-15 Verfahren und Vorrichtung zum Steuern einer Tankentlüftungsanlage

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US (1) US5524600A (de)
JP (1) JPH074323A (de)
KR (1) KR100310593B1 (de)
DE (1) DE4319772A1 (de)
FR (1) FR2709271B1 (de)
GB (1) GB2279160B (de)

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US5685285A (en) * 1995-06-22 1997-11-11 Hitachi, Ltd. Internal combustion engine controller
US5746187A (en) * 1995-08-11 1998-05-05 Mazda Motor Corporation Automotive engine control system
US6079397A (en) * 1997-08-08 2000-06-27 Nissan Motor Co., Ltd. Apparatus and method for estimating concentration of vaporized fuel purged into intake air passage of internal combustion engine
US20040186654A1 (en) * 2001-10-25 2004-09-23 Dieter Lederer Signal correcting device
US20090000603A1 (en) * 2007-06-28 2009-01-01 Denso Corporation Fuel vapor treatment system
KR100977904B1 (ko) 2001-10-25 2010-08-24 로베르트 보쉬 게엠베하 신호 보정 장치
US20100236638A1 (en) * 2007-08-23 2010-09-23 Martin Streib Valve control when refueling pressure tanks

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DE19509310C2 (de) * 1995-03-15 2001-02-08 Iav Motor Gmbh Verfahren und Einrichtung zur Entlastung des Absorptionsspeichers einer Tankentlüftung bei Verbrennungsmotoren
FR2742481B1 (fr) * 1995-12-15 1998-02-13 Renault Procede de commande de l'alimentation en carburant d'un moteur a combustion interne
TW578540U (en) 1998-07-28 2004-03-01 Sharp Kk Electric vacuum cleaner and nozzle unit therefor
DE19959660C1 (de) 1999-12-10 2001-07-05 Bayerische Motoren Werke Ag Verfahren zur Bestimmung des Massenstroms eines Gasgemisches
DE10014564A1 (de) * 2000-03-23 2001-09-27 Opel Adam Ag Kraftstoffzumess-System für eine Brennkraftmaschine
DE10126520C2 (de) * 2001-05-30 2003-07-03 Bosch Gmbh Robert Verfahren und Vorrichtung zur quantitativen Ermittlung einer Brennstoffausgasung in einer Brennstofftankanlage
DE10155363A1 (de) * 2001-11-10 2003-05-22 Bayerische Motoren Werke Ag Verfahren zur Ansteuerung eines Tankentlüftungsventils
JP4166779B2 (ja) * 2005-11-28 2008-10-15 三菱電機株式会社 内燃機関制御装置
DE102006003041B4 (de) 2006-01-23 2017-02-09 Robert Bosch Gmbh Verfahren zur Funktionsdiagnose eines ansteuerbaren Tankentlüftungsventils eines Brennstofftanksystems einer Brennkraftmaschine
KR101268813B1 (ko) * 2008-04-16 2013-05-28 현대중공업 주식회사 소기공기 압력을 이용한 선박용 4행정 주기관의 매연감소장치
DE102020213839A1 (de) 2020-11-04 2022-05-05 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren und elektronisches Steuergerät zum Betreiben eines Verbrennungsmotors

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US5203300A (en) * 1992-10-28 1993-04-20 Ford Motor Company Idle speed control system
GB2269028A (en) * 1992-07-09 1994-01-26 Fuji Heavy Ind Ltd Controlling fuel vapour purging

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US5143040A (en) * 1990-08-08 1992-09-01 Toyota Jidosha Kabushiki Kaisha Evaporative fuel control apparatus of internal combustion engine
JP2734241B2 (ja) * 1991-08-23 1998-03-30 トヨタ自動車株式会社 内燃機関の供給燃料制御装置

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US4683861A (en) * 1985-01-26 1987-08-04 Robert Bosch Gmbh Apparatus for venting a fuel tank
US5072712A (en) * 1988-04-20 1991-12-17 Robert Bosch Gmbh Method and apparatus for setting a tank venting valve
US5150686A (en) * 1990-08-08 1992-09-29 Toyota Jidosha Kabushiki Kaisha Evaporative fuel control apparatus of internal combustion engine
US5048493A (en) * 1990-12-03 1991-09-17 Ford Motor Company System for internal combustion engine
US5090388A (en) * 1990-12-03 1992-02-25 Ford Motor Company Air/fuel ratio control with adaptive learning of purged fuel vapors
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US5203300A (en) * 1992-10-28 1993-04-20 Ford Motor Company Idle speed control system

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5685285A (en) * 1995-06-22 1997-11-11 Hitachi, Ltd. Internal combustion engine controller
US5746187A (en) * 1995-08-11 1998-05-05 Mazda Motor Corporation Automotive engine control system
US6079397A (en) * 1997-08-08 2000-06-27 Nissan Motor Co., Ltd. Apparatus and method for estimating concentration of vaporized fuel purged into intake air passage of internal combustion engine
US20040186654A1 (en) * 2001-10-25 2004-09-23 Dieter Lederer Signal correcting device
US6885933B2 (en) * 2001-10-25 2005-04-26 Robert Bosch Gmbh Signal correcting device
KR100977904B1 (ko) 2001-10-25 2010-08-24 로베르트 보쉬 게엠베하 신호 보정 장치
US20090000603A1 (en) * 2007-06-28 2009-01-01 Denso Corporation Fuel vapor treatment system
US7603990B2 (en) * 2007-06-28 2009-10-20 Denso Corporation Fuel vapor treatment system
US20100236638A1 (en) * 2007-08-23 2010-09-23 Martin Streib Valve control when refueling pressure tanks

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FR2709271B1 (fr) 1997-08-14
GB2279160A (en) 1994-12-21
DE4319772A1 (de) 1994-12-22
FR2709271A1 (fr) 1995-03-03
GB2279160B (en) 1996-11-06
KR950000437A (ko) 1995-01-03
KR100310593B1 (ko) 2001-12-28
JPH074323A (ja) 1995-01-10
GB9411660D0 (en) 1994-08-03

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